Positive vehicle-storage automatic system



June 14, 1938. R, ENNEY 2,120,751

POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed Jan, 21, 1927 l4 Sheets-Sheet l INVENTOR. ROBERT T. JENNEY I POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed 21, 1927 14 Sheets-Sheet 2 EYE-E INVENTOR. R BERT T. JENNEY (7 5 ATTOR%Y.-

June 14, 1938. R, T, JENNEY' 2,120,751

POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed Jan. 21, 1927 14 Sheets-Sheet 3 INVENTOR. ROBERT T. JENNB/ BY W ATTORNEY June 14, 1938. R. T. JENNEY 2,120,751.

POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed Jan. 21, 1927 14 Sheets-Sheet 4 INVENTOR. ROBERT 7'. Jeuucf June 14, 1938,. R T, J NNEY 2,120,751

POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed Jah. 21, 1927 l4 Sheets-Sheet 5 INVENTOR. Y RaBERTT: JENNEY June 14, 1938. 'R, T JENNEY 2,120,751

POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed Jan. 21, 1927 14 Sheets-Sheet 6 June 14, 1938. R. T. JVENNEY 2,120,751

POSITIVHVEHICLE ST ORAGE AUTOMATIC SYSTEM Filed Jan. 21, 1927 14 Sheets-Sheet '7 u INVENTOR. L r- 3 I BY RoBERT'IZJENNE June 14,-1938. R. T. JENNEY POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM' Filed Jan. 21, 1927 14 Sheets-Sheet a INVENTORQ ROBERT T- JENN Y 8W A TTORNEYS.

R. T. JENNEY June 14, 1938".

POSITIVE VEHICLE STORAGE AUTOMATIQ SYSTEM Filed Jan. 21, 1927 14 Sheets-Sheet 9 N MN V E md m E B O R Y B 8 8 J 0 7 M n 7 5 0 m M w 60 w l m w .r a w w i June 14, 1938. R. T. JENNEY POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM 14 Sheets-Sheet 10 Filed Jan. 21, 1927 NQN INVENTOR. R055 T T JENN- ATTO NEY June 14, 1938. R, T, J NNEY 2,120,751

POSITIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed Jan. '21, 1927 14 Sheets-Sheet 11 w 7 fl T N 24? I I @2445 Y I l v 262 I I Is i W T q i220- INVENTOR. ROBERT 7'. JENNEY June 14, 1938. Rm JENNEy 2,120,751

POSI TIVE VEHICLE STORAGE AUTOMATIC SYSTEM Filed Jan. 21, 1927 14 Sheets-Sheet 12 "a I Q N 9Q I i QQ LL T '1 1 Q a J INVENTOR.

\ J r 1 I g \I hm BY ROBERT T-JENNEY June 14, 1938. R. T. JENNEY POSITIVE VEHICLE- STORAGE AUTOMATIC SYSTEM m y M 14 Sheets-Sheet 15 ROBERT TJENNEY Filed Jan. 21, 1927 -IIIL I June 14, 1938.

R. T. JENNEY 2,120,751 POSITIVE VEHICLE STORAGE AUTOMATIC S-YS'IEHVI Filed Jan. 21, 1927 14 Sheets-Sheet 14 I1 g 31 U 37 .368 o 3 0 ssf" (975 E, 7 3 7 0 L37} 7 a 7 aa/ 7 73% 7/ B a INVENTOR.

ROBERT T. JENNEY Patented June 14, 1938 UNITED STATES POSITIVE VEHICLE-STORAGE SYST AUTOMATIC EM Robert T. Jenney, Los Angeles, Calif., assignor', by mesne assignments, to Cross Parking Systems, Inc., Chicago, lit, a corporation of Illinois Application January 21, 1927, se ial No. 162,534

133 Claims.

stall, after the vehicle locking means in the stall has been released by mechanism carried by the trolley. One drawback to the said system is the constant pressure of the vehicle in the stall against the locking mechanism, with the possible danger of the mechanism giving way and allowing the vehicle tofall. out of its stall. In my present system of vehicle storage, I have arranged the vehicle carrying floors and runways everywhere horizontal and have provided locking mechanism of the utmost simplicity, so that nothing short of a complete wrecking of the structure can cause a stored vehicle to fall out of its stall.

The main object of my invention is to provide an automatic system of this type with means for positively controlling the movements of a vehicle during its transfer from one location to another in the structure, and to avoid all tilting of vehicles into gravity actuated movement from one location to another and against stop members which may or may not hold the vehicle. In the present system, the vehicle is constantly guided in runways on horizontal floors and is positively pushed or drawn in one direction or another on saidrunways by pusher and puller or drawing members which are operated to act on one of the vehicle wheels.

Other objects of the invention will become apparent as the detailed description thereof provceeds.

In the drawings:-

Fig. 1 is a diagrammatic layout of in elevation;

Fig. 2 is a diagrammatic plan thereof;

Figure 3 is a plan view of one of the turntables used in the system;

the system Figure 4 is a sectional elevation of a vehicle' carrying trolley taken on the line 4-4 of Figvehicle retractor mechanism omitted for cleamess of illustration;

Figure'6 is a diagrammatic wiring layout of the elevator control parts of this system;

Figure 7 is a plan view and wiring diagramof a micrometer stop mechanism used in this system to lock the vehicle carrying trolley in exact predetermined position relative to any desired stall;

Figure 8 is a section onthe line 88 of'Figure 7;

Figure 9 is a fragmentary plan view of guide and locking mechanism used on the vehicle carrying trolley and in the stalls to move a vehicle into the stall and lock it therein, and to unlock a vehicle and withdraw it from the stall;

Fig. 9a is a detail of the stall trip plate and associated parts for depressing the shunt plate controlling the operation of the pusher.

Figure 10 is a fragmentary elevation of a segmental cam plate forming part of said locking mechanism;

Figure 11 is a fragmentary elevation of a pivoted locking plate adapted to contact with a vehicle wheel in a stall and operatively connected to said cam plate;

Figure 12' is a fragmentary plan view of the said locking mechanism, showing the parts thereof in locking position;

Figures 13 and 14 are elevation and plan Views, respectively, of a circuit making and breaking contactor designed for use throughout this system; I

Figure 16 is an explanatory wiring diagram of the switch locking and signalling mechanism used in the system;

Figure 15 is a detail of a magneticswitch used in the system;

Figure 17 is a front elevation of part of a relay board, showing one of the relays used in the system in elevation and another one in central vertical section;

. Figure 18 is a fragmentary side elevation of the relay board showing a series of bus-bars mounted on the back of the board and adapted to be' connected as desired to any one or more of the relays shown on the front of the board;

Figure 19 is a horizontal section on 19-49 of Figure 1'7;

Figure 20 is a central vertical section of one of the key controlled switches, shown as connected to a relay controlled thereby and wired up to several of the bus bars carried by the relay board,

- the relay and bars being illustrated diagrammatically;

Figures 21 to 24, inclusive, switch locking mechanisms;

Figure 25 is a wiring diagram of the system;

Figures 26 to 29, inclusive, are details of the elevator control gearing shown in Figure 6;

Figure 30 is a fragmentary elevation of switch the line carried by the vehicle carrying trolley and used to operate the elevator down from any of the upper floors of the system after the trolley has moved from a stall into the elevator at the floor;

Figure 31 is a fragmentary elevation showing the said switch with the parts thereof positioned as it contacts with a cooperating fixed contact block as the elevator, with the trolley carried thereby, mpves up from one floor to another;

Figure 32 is a fragmentary elevation of a switch carried partly by the trolley and partly by the fixed structure of the system at the ground floor thereof and back of the elevator and operable to send the elevator up in its shaft only when the trolley movesfrom its loading point LP to and into the elevator;

Figure 33 is a wiring diagram showing the means for operating a turntable automatically by the action of the trolley pusher to turn and stop the turntable in a predetermined position;

Figure 34 is a diagrammatic sketch showing mechanism controlled by the weight of a vehicle on the trolley to determine whether the trolley pusher mechanism shall operate or not as the trolley arrives at its loading station;

Figure is a plan view of the switch contact mechanism shown in Figure 34; and

Figures 4a, 4b, 4c, 4d, and 4e show fragmentary details, to an enlarged scale, of several parts of the pusher mechanism illustrated in Figure 4.

In Figures 1 and 2 of the drawings, the system is shown as including a framework constructed to provide a plurality of horizontal groups of stalls arranged vertically in tiers.

The ground floor is shown in Figure 2 as comprising an entrance wing I and an exit wing 2 arranged on opposite sides of a room 3 which is divided by a key operated switch board 4 into a customers part 5 and an attendants office 6;

Runways I are formed in each wing and are adapted to aline with similar runways 8 on turntables 9, which may be rotated to cause their runways 8 to aline either with the runways I or with the runways ll] of the trolley ll mounted to move on the horizontal supporting rails l2 fixed on the vertical framework of the system to aline with similar rails l3 on the elevator l4.

The structure as a whole is arranged so that the trolley may be lifted by the elevator to any desired tier, and may then be moved horizontally in that tier toward and from the elevator to deliver or remove a vehicle to or from any desired stall in that tier. In order to effect this, each tier of stalls has a rail l2 secured to the vertical framework in such positions that the runways III of the trolley are always on the same horizontal level as the runways I5 in each of the stalls l8. Each stall has a pair of these runways spaced apart to correspond to the spacing of the trolley runways l0 and to the standard spacing of the Wheels of such vehicles as would normally be presented for storage by the system.

One of the most important units of this system is the vehicle pusher mechanism, which is designed for use mainly in moving a vehicle from a trolley into the stalls, to set locking mechanism in each stall to hold a vehicle therein, to release this locking mechanism and withdraw a vehicle previously locked in a stall from said stall and onto the trolley. This pusher mechanism is shown in detail in Figures 4 and 5 as mounted on the trolley, but it must be understood that .it may be used wherever found necessary or desirable in the system. For example, it may be used in the entrance wing I to move a vehicle from a given position adjacent the ofiice 5 onto the entrance wing turntable, and may be used on each turntable to move a vehicle onto or off from th trolley or onto the runways in each wing.

The trolley framework comprises horizontal side members H, cross members l8, 'and vertical uprights I9, all suitably secured and braced together to form a carrier for a vehicle and for such mechanism as may be necessary to move the trolley, with or without its load, to and from any desired location in the system.

Upon the upper cross members 20 of the trolley, the vehicle runways ID are secured and are flanked by wheel guiding flanges 2i between said runways and the outer sides of the trolley. These runways may be slightly depressed or provided with suitable scotches to retain a vehicle centrally positioned on the trolley. Bearings 2| extend from the upper corners of the trolley framework to receive shafts 22 which, at each end thereof, are provided with flanged rollers 23 adapted to ride upon the supporting rails I2 and I3. Each shaft 22 is centrally journaled in a bracket 24 secured to the upper members 20 of the trolley framework, and has secured thereto a driven sprocket wheel 25. A drive chain 26 extends around the sprocket wheel 25 and around a driving sprocket2'l operated by the worm gearing 28 of a driving motor23 fixed centrally to a cross strut 30 at the lower end of the trolley framework. It will be obvious from the drawings that energization of the motor 29 in one direction or the other will cause rotation of the flanged trolley wheels 25 to drive the trolley in any desired direction on the rails l2 and I3.

In order to move a vehicle .in either direction from the trolley, the latter is provided with duplicate independently operated pushers, only one of which is described in detail herein, although both are shown in Figure 5.

Each pusher lever 30 (see Fig. comprises a pair of plates 3| spaced apart at one end by a'roller 32 mounted to rotate on the pivot rod 33 secured to one .end of each of said plates. A swivel 34 is pivoted to the rod 33 and has pivotally connected thereto the vehicle retractor 34' (Fig. 9) which, with other mechanism to be described later, serves to operate a combined vehicle locking and releasing mechanism and to withdraw vehicle's from their stalls. A combined spacer and cable grip 35 spaces and secures together the plates 3| intermediate the ends thereof; and the'ends of these plates 3|, opposite the ends to which the roller 32 is secured, are pro- .vided with guide trunnions 36 adapted to slide in cooperating guide grooves 31 which are formed in a vertical bifurcated pusher guide-38 fixed to the cross bar 39 of the trolley framework.

At the start of the pusher movement, the ,pusherlever 30' is positioned so that its roller 32 lies below the bottom of the trolley runway 10, in order to permit the passage'of a vehicle thereonto. To provide for this, the runway I0 is broken to form a passageway 40 for the roller 32, and the two parts of said runway are fixed in alinement with each otherby a suitable roller receiving casing member 4|, shaped to receive the roller 32 below the runway l0, and by such other bracing members as may be necessary to support the said parts properly.

A combined chain and cable drive is provided to move the pusher lever so as to cause the roller 32 to rise out of the casing 4| and to move over the top of the runway to and across the other end 45 adjacent one end of the trolley frame.

of the trolley and into a. stall to position 2. vehicle therein or remove one therefrom. The chain drive starts with a motor 42 which, through the worm gear drive 43, rotates the sprocket wheel 44 supported along with said drive on the brackets An endless chain 46 extends around the sprocket wheel 44 and around a second sprocket wheel 41 supported on the bracket 48 adjacent the other end of the trolley frame.

Standards 49 at each end of the trolley frame carry guide wheels 56 with the lower edges thereof in alinement with the centers of the sprocket wheels 44 and 41. cured by a bracket 52 to the bottom of runway l vertically over one of the guide wheels 50, and a fourth wheel 53 is held by a bracket 54 at a predetermined position and distance from the top of the runway l0 and is centered between the furcations of the guide 38'. A fifth wheel 55 is also mounted in a predetermined position relative to the passageway 40 and the center of the guide 38 in a bracket 56 suitably secured to the trolley frame-work so as to permit the pusher lever to ride over'the top of the wheel 55 to such position as may be necessary for the lowering of the roller 32 below its runway. A cable 51 extendsiaround the guide wheels 50, and 55, below wheel 53, and against a-takeup wheel 58 rotatably mounted in a bracket 59 suitably fixed to the trolley framework.

A pivot 60 pivotally connects a connector 6| to the drive chain 46 and this connector is, in turn, pivotally connected to the cable 51 by a pivot 62, the distance between these two pivots being exactly equal to the radius of each of the drive wheels 44 and 41. This construction serves to maintain the cable 51 approximately centered between the upper and lower stretches of the chain 46 during the operation of the pusher, and thereby eliminates the undue stretching of the cable 51 which would otherwise result from direct, connection of the cable 51 to the chain 46 and the consequent raising and lowering of the cable 51 to the top and bottom of the sprocketwheels 44 and 41. A cam 63 is fixed to the chain 46 to contact with a contact arm 64 (see Figure 4) and stop the pusher motor at the termination of the pusher operation. The relative lengths of the chain 46 and cable 51 and the positions of the several parts of the pusher mechanism are so predetermined that the pusher mechanism, between the starting and stopping of the pusher motor, moves the roller 3I'out of the casing 4| and across the top of the runway l0 into a stall and back again to its starting position in the casing 4|. To effect this cycle of operation, it-is essential that the distance between the centers of sprocket wheels 44 and 41 be exactly equal to the draw of the-cable 51 over its wheels in moving the pusher roller from its position atone end of the trolley runway to its extreme position cam 63-and connector 6| are in the-pusher. starting operation positions shown in Figure 4. In this figure, the guide grooves 31 are shown as intersecting in a common vertical groove 31'; and

in order to ensure the trunnions'36 being transferred from one guide groove tothe other during A third guide wheel 5| is sethe movement of the pusher in either direction across the trolley, the pusher guide 38 is provided, near the intersection of the guide grooves .31, with a pointed pivoted plate 38' having a projection 38" on its rear face adapted to contact with either side of a cam 36 formed adjacent the trunnion 36 on each plate of the pusher lever. It will be apparent from the drawings that when the pusher mlotor is started in operation, the trunnion 36 of the pusher lever will bemoved down the right hand branch of the guide 33 and into the vertical groove 31 and-the roller 32 will be raised out of the casing 4| and moved along the runway Hi. When the pusher lever is vertical, the trunnion 36 has reached its downward limit in the groove 31; and, as the pusher lever moves over toward the stall, the trunnion rises in the groove 31', the right hand edge'of the cam 36, as considered in Fig. 4, contacts with the left hand side of the projection 38" and thereby moves the point of the plate 38' over into contact with the right hand side of the vertical groove 31, which then becomes a continuation of the left hand branch groove 31. This shunting operation is repeated as the pusher levermoves back from the stall end of the runway to its rest position in the casing 4| This operation is illustrated in Fig. 4e. The trolley runways may be slightly depressed or provided with scotches to retain a vehicle centrally positioned on the trolley.

The stall floors of this system are horizontal and may even be slightly inclined to the horizontal so as to tend to move the vehicles against the back walls of the stalls and away from the trolley. In this case, however', they are shown as horizontal and it becomes necessary to provide mechanism for looking a vehicle in its stall after it has been pushed into it, and also for releasing thislocking mechanism and withdrawing a vehicle from its stall onto the trolley. Mechanism for this purpose is shown in detail in Figures 9, i0, 11 and 12.

The retractor 34 (see Figure 9) is pivoted at one end to the swivel 34 and is curved to form an oifset 65 on the end of which is pivoted the retractor roller 66. .The retractor travels over and is guided by alined track members 61 and 68 fixed on the trolley and stall floors, respectively. These ends connected by cross grooves 14 and 15, respectively, to form a continuous guide circuit for the retractor pin 69. A frog 16 is pivoted on the trolley track member 61 between the grooves 10 and 1|, and is controlled by-the spring 11 to close the grooves 10 and 14, and is shaped so that its the edge 83 of the shunt plate 19 to force the latter against the stop pin 84 fixed on the member 68, with the edge 83 in alinement with one edge of the groove 12.

On the runway I5, in about the position the right rear wheel of a vehicle would normally occupy when properly stored in a stall, there is pivoted a plate 85 normally held perpendicular.

to the runway I5 by a link 86 which is pivoted to the edge of the plate 85 at a suitable distance from the hinge connection between the plate 85 and the runway I5. This link 86 has its other end bent down and pivoted into an arm 81 of the bell crank 88 which is pivotally mounted on the track member 68. The plate 85 is pivoted on a horizontal axis extending transversely of the runway and, when depressed, occupies the position indicated by dotted lines in Fig. 9. The mounting of this plate and the connection between the same and the bell crank lever 88 are clearly shown in Fig. 9a. The other arm 89 of the bell crank is connected by a spring 98 to the anchor 8|, and the link 86 is of such length that when the bell crank is acted upon by the spring 98 only, the plate 85 is perpendicular-to the runway I5.

A rod 9I has one end pivoted to the bell crank arm 89 and passes freely through a lug 92 pressed laterally upward from the shunt plate 19, and has a nut 93 secured thereon to form an abutment for one end of the spring 94 which is wound on said,

rod between the lug 92 and the nut 93.

Projecting laterally from and fixed to the track member 68 is an arm 95 having its end 96 upturned to serve'as one abutment for a strong spring 91 which is wound around a rod 98 passing through suitable apertures in the lug 92 and the upturned end 96. A nut 99 is fixed to the rod 98 and serves as one abutment for said spring 91; and a second nut I88 is threaded on to the end of the rod 98 where it projects outwardly through the upturned end 96 to serve as a means for adjusting the rod 98 so as to space the nut 99 from the lug 92 at such a distance that the plate 19 is not subjected to the action of the strong spring 91 until the edge I8I of the shunt plate 19 lies across and obstructs the groove 12.

If the pusher were operated without a vehicle being either on the trolley or in the stall, the retractor guide pin .69 will merely reciprocate in the alined guide'grooves 18 and 12 without moving the retractor laterally across the runways ID or I5.

When the trolley arrives at a stall with a vehicle to be stored therein, the pusher roller alone engages the rear end of the right rear wheel of the vehicle to push the vehicle into the stall; and the retractor pin 69, riding in the alined grooves 18 and 12, holds the retractor out of engagement with the front of said right rear wheel. As the vehicle moves into the stall, its right front wheel passes over and momentarily depresses the plate 85 to cause the linkage mechanism to move the shunt plate 19 over into the groove obstructing position shown by dotted lines.

After the front wheel has passed over this plate 85, the several springs restore the plates 19 and 85 to their normal positions. As the vehicle continues its movement into the stall, the pin 69 moves in groove 12, ahead of the right rear wheel of the vehicle, and rides against the edge 83 of the shunt plate 19 and prevents. it moving into the dotted line position, even after the vehicle is in its storedposition and is holding the plate 85 depressed. The edge 88 of the shunt plate pre- '12 and 18.

vents the pin 69 from entering the cross groove 15, and when the pusher moves away from the stall the pin 69 returns with it in the same grooves As soon as the pin 69 moves back free of the edge 83, the spring 94 moves the shunt plate until the edge I8I thereof lies across and obstructs the guide groove 12 and remains in this position so long as the vehicle wheel presses plate 85 down onto the runway I5.

When the trolley next comes to the stall to remove a vehicle therefrom, the pusher moves into the stall and pushes the retractor 34' ahead of it, with the retractor pin 69 riding in the grooves 18 and 12.- As the pusher moves into the stall, pin 69 engages the edge I8I of the shunt plate and moves it laterally against the pressure of spring91 until the pin reaches the intersection of the groove 12 with the cross groove 15. The pressure of the strong spring 91 then moves the pin 69, and the retractor with it, across the cross groove I5 into the groove 13. The retractor roller is then in front of the right hand rear wheel of the vehicle and engages said wheel to withdraw the vehicle from the stall as the pusher moves backward to the trolley. When the pusher nears its rest position, the pin 69 enters the cross groove 14, passes the frog 16, enters the groove 18 once more, and thereby withdraws the retractor roller from its wheel engaging position over the runway I8. The frog 16, of course, closes the cross groove 14 and prevents accidental movement of the pin 69 directly from the groove I8 into the groove 14.

The retractor 34 is also used, as it moves into and out of a stall, to operate mechanism for locking and holding a vehicle therein. On the left hand runway of the stall, a plate I82 is hinged and is provided on one of its lateral edges with a pin I83 adapted to slide in a cam groove I84 formed in the wide segmental edge of a locking quadrant I85 pivotally mounted on the stall floor. An arm I86 projects radially from the. quadrant I85 and is of such length that it can be tripped by a pin I81, projecting laterally downward from amoifset I88 formed on the retractor 34', only when the pin 69 reciprocates in the alined grooves 18 and 12.

The arm I86 is normally positioned in the pathof the pin I81 by the bumper springs!!! and H8, each of which has one of its ends fixed relatively to the floor of the stall. It will be obvious from the drawings that as the quadrant is moved from one position to another between the springs I89 and H8, the cam groove I 85 will cause movement of the pin I83 from the horizontal part III of said cam groove to the other horizontal part H2, and vice versa. It will also be apparent that when the pin I83 is in either horizontal portion of the cam groove the plate I82 is locked in position and can be moved, only by moving the quadrant I85.

As the retractor 34' moves, with its pin 69 in the grooves 18 and 12, into a stall, the trip pin I81 trips the arm I86, if it be in locking position, and lowers the locking plate I82; and, as the retractor moves out of the stall, with its guide pin 69 still in grooves 12 and 18, its trip pin I81 again trips said arm I86 and raises the plate I82 into locking position. The bumper springs I89 and H8 permit the arm I86 to yield sufiiciently to free the-trip pin I81, and move the arm in one direction or the other to restore it to tripping positions after the pin I81 shall have passed out of tripping contact therewith. Movement of the retractor into the stall always unlocks the locking mechanism, if it be in locking Y position during such movement; movement of the retractor out of the stall always moves said mechanism into locking position, unless the retractor has been shunted into vehicle withdrawing position by the plate 19, in which case the trip pin explain the reason for offsetting the roller end of. the pusher le.er, since the lever must clear the floor of the stall as it projects thereinto.

The curvature of the guide members can be readily determined by plotting the lever in different positions with its roller pivot lying in different positions in the line :c x, which is located sufficiently, above the runways to ensure proper clearance for the pusher roller and effective driving contact with a vehicle wheel. The method of plotting these curves is set out in'detail in' my copending UnitedStates application Serial Number 24,305 filed April 18, 1925, and need not be further described here.

As previously stated, the (pusher mechanism may be installed wherever found necessary or desirable in the system. In Figure 2, for exam-'- ple, a pusher unit is indicated as installed in the ground floor entrance wing to move a vehicle on to a turntable equipped with duplicate pusher units similar to those already described as mounted on the trolley. The retractor and locking mechanisms will obviously be omitted wherever there is nothing more required than the pushing of a vehicle from one location in the system to an adjacent location.

There is nothing particularly novel in the mechanical details of the turntable itself, the novelty residing mainly in the combination of the pusher mechanisms and electrical controlling de-' vices with the turntable to cause it to operate automatically in cooperation with other elements the turntable will be of the system. The turntable structure itself comprises a flxed'annular rail II3 adapted to support and guide the rollers II4 journaled in the bearings II5 on the framework II6, to which is secured the worm gear ring II1 in mesh with the worm. II 3 which is adapted 'to be rotated by the motor H3 in either direction to cause rota-' tion of the turntabl in to positions necessary to ers and breakers to cooperate with said contacts and with motors carried by the trolley to stop the trolley at the stall, operate the vehicle pusher, and start the trolley back to the elevator or o the main entrance, as conditions require.

Each circuit maker and breaker, hereinafter referred to as a contactor, comprises an insulated casing I20 having a bracket I2I fixed to the bottom thereof. A carrier I22, slidable in a guide groove I23 in the bottom I24, is provided at one of its ends with a guide rod I25 slidable through a guide opening I26 in bracket I 2I and serves to position a compression spring I21 between said bracket and said end, a pin I28 being fixed to a the end of said rod to limit the movement of the carrier by its spring I21.

At its other end, the .carrier I22 has an upwardly projecting arm I29 having an insulatingblock I30 suitably fixed to the top thereof. A

pair of lugs I3I' project laterally from the said arm, and are .providedwith'apertures I32 to serve as guides for a pair of guide rods I33 connected to the arcuate contact block I34. Compression springs I35 wound around said rods I33 tend to separate the contact block I34 from the 4 A magnet I 40 is supported on the under side of the top I4I of the casing I20 to control ,an armature I42 mounted on an insulating block I43 which is suitably secured to an arm I44 piv-. otally' connected at one of its ends to a contact pivot member I45 carried. by the end wall I46 of the casing I20. The arm I44 is curved upwardly to form a stop I41 which bears normally against a roller I48 mounted on the arm I23 immediately below the insulating block I30, and this stop has an offset I43 projecting laterally therefrom and over the insulating block I to rest on said block and limit the downward movement of the arm I 44 when the magnet is-deenergized.

a contact I50 is secured in an arcuate insulating block I5I mounted in the base I52 which is adapted'to be suitably secured to any part of the system wherever found necessary or desirable to operate a contactor of the type described. For example, it may be mounted on the structure framework adjacent a stall to make contact with block I34 of a contactor carried by the trolley. Each contact I50 is connected by its wire I53 to its particular key controlled switch on the control panel 4. I 4

These contactors are designed to control motor operating latch switches of a type peculiar to this system. For the purpose of illustration, one of these switches is shown in Figure 13 as connected up to two contactors to be controlled thereby. The switch comprises an arm I54 piv-'- oted at one of its ends and carrying motor control contacts I55 and I56 at its free end. The arm I54 is normally pressed into inoperative posi- .40 To cooperate with the contactor just described,

tion against a stop I61 by a compression spring I53, and may be drawn into circuit closing operative position by means of an electromagnet I59. An arm I60 projects laterally from the arm I54 and is provided with a projecting-shoulder I6I adapted to be engaged by a cooperating shoulder I62 at one end of a latch I63 which is pivoted at its other end and is provided with an arma-- tacts I15 and iii in such position that theymake'contact with the offset I49 of the arm I56 only when said armis pulled up with its armature against the magnet I00. A wire I12 connects contact I1I to the plate I38; a wire I33 connects contact I10 to one end of the electromagnet It5; and a wire I'Mconnects the other end of the magnet I65 to the wire I61, which, as previously described, leads through the spring contact I68 and Wire I69 to ground.v

As so far described, the contactor I20 may be considered as controlling the circuit breaking magnet I65 to throw. the switch arm I54 out of operation and corresponds to the contactor designated by the reference character F in the wiring diagram of Figure '25. A. second contactor, the position of which is merely illustrated diagrammatically in Figure 13, is used to operate the circuit closing magnet I59, and corresponds to that designated by the reference character G in Figure 25. The operation of these contactors is somewhat as follows:'-Assuming that the switch I54 is in circuit closing position, as shown in Figure 13, and is held in this position by the latch I63, with the trolley moving toward a stall to move a vehicle thereinto or withdraw one therefrom: then, when the trolley arrives at the stall, the contact I50 forces the contact block I34 inwardly against the pressure of the springs I35 and closes the circuit from the wire I53 through the arm I29, roller I48, and wire I66, magnet I40, wire I61, spring contact plate I68,

and wire I69 to ground. This energizes the magcurrent then flows from the wire I53 through the wire I12, contact "I, and offset I49, where it splits at the contact I10 to flow through the arm I44, wire I66, magnet I40, wire 'I61, and spring contact plate I68 to the ground wire I69, and also through contact I10, wire I13, circiiit opening magnet I85, and the wire I14 to the wire I61, contact plate I68 and ground wire I69. This energizes both magnets I40 and I65 simultaneously and holds them so energized until the magnet I65 shall have attracted the latch I63 from engagement with the arm I60, thereby permitting the spring I58 to force the switch arm I54 back against the stop I51 into open circuit position. As soon as the arm I54 is released the contact plate I68 separates from the ground wire I69, and the circuits through the magnets I40 and I65 are at once broken. The contactor arm I44 immediately falls away from the contacts I10 and HI and rests on the insulated block I30 with the oflset I49 out of contact with the contacts I10 and I", the distance between the top of the block I30 and the contacts I10 and HI being greater than the distance between the bottom of arm I44 and the top of ofiset I49 in order the stall and the contact block I34 has again been projected to permit the arm I44 to fall with its offset at rest on the insulated block I30. In other words, when contact is made, the magnet I40 is energized first, then magnets I40 and I65 are energized simultaneously and remain so energized until their common ground connection is broken.

The closing operation of switch I54 is similar to that just described and is effected by a structurally similar connector G. in this case, however, the wire lil5, corresponding to the wire IE1, is connected directly to the spring contact plate I'I8 which contacts with the wire I19 when the latch 363 is in raised position, the wire I19 being connected in turn to the ground wire I69. The wire I16, corresponding to the wire I13, is connected to the same spring contact plate I18 through the magnet I59 and wires I11 and I15. When the circuit is closed through the contact plate I34 of the contactor G, current flows first through the wire I55 to the contact plate I18, and thence through wires I19 and I69 to ground, thereby energizing the magnet I40 of contactor G to cause it to snap up the arm I44 against the contacts I10 and HI of contactor G. Then, with the arm I44 raised as described, current flows simultaneously through magnet I40 of contactor G and the circuit closing magnet I59, through wires I15 and I16, spring contact plate I18, wire I19 and wire I69 to ground, and holds these magnets energized until the magnet I59 draws the switch arm away from its stop I51 sufficiently to permit the latch I63 to fall into locking engagement with the arm I60'and separate the contact plate I18 from the grounded wire I19.

It willbe apparent from the foregoing description that when once either the opening or closing circuit operations have been performed by either a of the contactors, neither operation can be again performed while the operated contactor is in contact with the contact plate which caused such operations.

The return line in each stall is normally broken, and a magnetic switch MS is located in each stall as soon as thekey switch controlling the stall wiring is turned to energizing position, and to cut in the line where it leads to other points and the trolley must make contact on its way to a stall.

This magnetic switch is shown in detail in Figure 15, in which a support I is shown as having an armature I8I mounted thereon to swing about a fixed pivot I82 and is held normally against a stop I83 by a spring I84. A magnet I65, supported adjacent said armature, is adapted, when energized, to attract this armature to cause a contact I86 at the free end thereof to move into contact with a contact I91 on the end of the return wire I88. This magnet has its wiring connected at'one end to the ground wire I89, and has its other end connected by a wire I90 to the return wire I88. The function of this magnetic switch will be apparent from the illustration thereof in Figure 25, and will be described in detail when the operation of the control mechanism is taken up later for description.

In order to control the stopping of the trolley at any desired stall, each stall is provided with fixed contacts connected by suitable wiring to its particular key operated switch located on the main control panel in a position corresponding to the location of thestall in the system; and the elevator and structure framework are also provided, on each tier, with cooperating contactors 

